u/Restomotive

One of the biggest modifications in our Porsche 911 Targa 1987 project is a complete rethink of the suspension setup.

From the factory, the car uses a suspension system based on torsion bars. For its time, it was a very effective solution - lightweight, durable, and perfectly suited to preserving the distinctive driving characteristics of a classic 911. For our project, however, we wanted to achieve a wider range of adjustment and a more modern approach to handling.

That is why we decided to move away from the original torsion-bar setup and switch to an adjustable MacPherson-strut suspension with coil springs. This solution gives us considerably more freedom when setting up the suspension and allows us to fine-tune its characteristics to suit the overall concept of the car.

One of the biggest advantages of this change is much easier and more precise ride-height adjustment. With the original torsion-bar system, changing the height of the car is a considerably more time-consuming process. With the new setup, we can adjust the ride height much more easily to match our initial targets and then fine-tune it with much greater precision.

But ride height is only one part of what the new suspension allows us to adjust.

At the front, we will also be using adjustable camber plates. These will allow us to set the front suspension geometry much more accurately and tailor the behaviour of the car to the way we intend to use it. Camber settings have a significant influence on how the tyre works through a corner, front-end grip, and the precision of the car’s response to steering inputs.

Another important part of the setup will be performance dampers combined with stiffer springs. Their purpose is to reduce body roll, improve control over suspension movement, and give the car a more direct response to steering inputs.

For this project, we chose Ohlins dampers.

We have been working with Ohlins products for a long time and know their capabilities very well. What we value most is their high build quality, reliability, and consistency - particularly when a car is driven more dynamically.

Ohlins also gives us exactly what we are looking for in this project: a wide range of adjustment and the ability to precisely tailor the suspension characteristics to the individual car.

It is a solution we know well and trust. With a project like this, we do not want to experiment with random components. We want to use parts that deliver the right level of quality and durability, but above all, predictable behaviour behind the wheel.

The goal of the entire setup is to make our Targa more precise, stable, and predictable, particularly during faster driving and through corners.

At the same time, we are not trying to create an extremely stiff or uncompromising car. What matters to us is finding the right balance between the character of a classic Porsche and the capabilities offered by a modern, fully adjustable suspension system.

We do not want to change the character of the classic 911. We want to bring more out of it.

We built this Mustang S550 for real competition - and it has already successfully passed its first test in actual racing conditions. 🔥

So, what has been done to the car?

🔧 Ohlins coilover suspension

🔧 Front and rear control arms designed by us, made from 7075-T651 aluminium and S355 steel - lightweight, adjustable and fitted with uniballs

🔧 Our own engine oil cooling system - currently still being fine-tuned

🔧 Upgraded braking system

🔧 Custom Adjastible rear spoiler

🔧 Custom Hydraulic handbrake

🔧 Custom exhaust system - previously fitted with an X-pipe, now replaced with a Z-pipe

🔧 Custom seat base, designed due to the lack of a suitable off-the-shelf solution

🔧 Safety roll cage

🔧 Custom-designed chassis reinforcement

We also installed the essential safety equipment:

🧯 Fire suppression system

⚡ Master electrical cut-off switch

And the project is not finished yet. Camber and caster plates will be installed soon.

This build combines our experience, custom engineering solutions and many hours of work. Most importantly, the Mustang has already been tested in real racing conditions and proved that the direction we chose works.

Now it is time for further setup, more improvements and even faster racing! 🏎️💨

The story of the Porsche 911 Targa began in the mid-1960s. The model stood out thanks to its removable roof panel, distinctive roll hoop and panoramic rear window. The name “Targa” itself refers to the legendary Targa Florio road race, where Porsche achieved numerous victories.

The Targa was neither a typical coupé nor a traditional convertible. It created a category of its own and, over time, became one of the most recognisable versions of the 911.

By 1987, it was already a true icon. Behind the rear axle sat a 3.2-litre, air-cooled flat-six engine managed by Bosch Motronic. In European specification, it produced approximately 231 hp, delivering power in a smooth, linear way, accompanied by its distinctive sound and immediate throttle response.

It is a durable engine, but after so many years it requires particular attention. The most common issues include oil leaks, worn valve guides and faults within the ignition system.

And what about the suspension?

The suspension uses torsion bars as its springing medium, working together with oil-filled shock absorbers and anti-roll bars.

At the front, the car features a strut-type layout combined with control arms and longitudinal torsion bars. At the rear, there are independent trailing arms and transverse torsion bars.

It is a relatively simple and durable solution that suits the character of a classic 911 very well. That does not mean it is perfect, however. The design has its limitations, and its performance depends heavily on the condition of every component and on the car being set up correctly.

Because of its rear-engined layout, the front axle carries relatively little weight. At higher speeds, the aerodynamics of the body can reduce the load even further, making the front end feel lighter and the steering less stable. This is precisely why correct suspension geometry, ride height and the condition of the aerodynamic components are so important in a classic 911.

In a classic 911, simply fitting new shock absorbers is often not enough - the entire suspension must be treated as one complete system.

The Targa also has slightly less body rigidity than the full-roof version. This makes it especially important to inspect the sills, suspension mounting points, torsion tube, seals and roof mechanism.

Where did the name “Widowmaker” come from?

The nickname “Widowmaker” does not directly refer to the naturally aspirated 911 Targa 3.2.

The term is primarily associated with the more powerful version of this generation - the Porsche 911 Turbo, also known as the 930. The turbocharged 3.3-litre version gained a particularly formidable reputation.

Its demanding character was the result of high power, pronounced turbo lag, a sudden surge of torque, the rear-engined layout, its distinctive weight distribution and the absence of modern traction control and electronic stability systems.

The Targa 3.2 is far more predictable than the 911 Turbo 3.3, but it still demands an informed and deliberate driving style. Smooth steering and throttle inputs, a proper understanding of weight transfer, and a well-maintained, correctly set-up suspension are all essential.

This is the Targa we have chosen as the foundation for our next project at Restomotive.

Our aim is to preserve its authenticity and mechanical character, highlight its greatest strengths, improve the weaker aspects of the original design and restore it to a condition in which every drive once again feels like a special occasion.

There is a great deal of work ahead of us, along with fascinating technical decisions and unexpected discoveries. Step by step, we will share the entire process - from disassembly to the moment this air-cooled classic returns to the road.

Je voulais partager une petite partie du travail que nous avons réalisé en préparant notre Mustang de sixième génération pour la piste.

L’un de nos principaux objectifs était de réduire le poids inutile et d’améliorer le comportement de la voiture, tout en conservant un ensemble solide et fiable. Pour cela, nous avons choisi de considérer la suspension comme un système complet, plutôt que de simplement remplacer quelques pièces séparément.

Cette biellette verticale est l’un des éléments que nous avons conçus pour notre nouvelle configuration de suspension arrière.

La pièce d’origine utilise des silentblocs en caoutchouc, qui conviennent très bien à un usage routier, mais qui autorisent certains mouvements lorsque les contraintes deviennent plus importantes. Pour notre configuration, nous avons opté pour une pièce usinée CNC en aluminium 7075-T651, associée à des rotules sphériques.

L’objectif était d’obtenir une liaison plus légère et plus rigide entre le porte-moyeu et le bras inférieur. En pratique, cela devrait rendre la suspension arrière plus réactive, améliorer la stabilité à l’accélération et réduire le phénomène de wheel hop lors des départs appuyés.

C’est une pièce relativement petite, mais ce type de projet repose souvent sur l’amélioration de dizaines de petits détails, plutôt que sur une seule modification miracle.

Installed a new exhaust on our Mustang - now putting it to the test! 🔥🏁

🚨 The summer discount marathon continues. ☀️

This time, we’ve got something for Mustang GT S550 owners who want to bring out more of the car’s character and give the V8 the deeper, more aggressive sound it deserves.

🔥 The GTM Exhaust System is now available with 30% off.

It’s a modular three-piece exhaust system designed to improve exhaust flow, give the car a stronger sound and offer more control over how the Mustang behaves and sounds in different situations.

What makes it stand out?

✅ Three-piece modular construction - individual sections can be installed or replaced without changing the entire exhaust system.

✅ AISI 304L stainless steel - durable, corrosion-resistant and made to keep a clean finish over time.

✅ 2.5-inch pipe diameter - designed to support freer exhaust flow and work properly with the naturally aspirated V8.

✅ V-band connections - making installation, removal and future servicing much easier.

✅ Electronically controlled valves - allowing you to change the exhaust character depending on where and how you’re driving.

With the valves open, the system brings out a deep and unmistakable V8 sound. When needed, they can be closed to calm things down without losing the overall character of the car.

At the last Race Cup event, our Mustang could be heard across the entire track. After the first session, we even had to turn the volume down because it was the loudest car there. 🔥

That’s exactly what this system is about - a proper, deep V8 sound that completely changes the way the car feels from behind the wheel.

The promotion includes a 30% discount on the GTM Exhaust System.

A good opportunity to add an exhaust that doesn’t just look different, but gives the Mustang a completely different presence.

Last Saturday, we took part in the Race Cup round at Silesia Ring.

The atmosphere was great, but we didn’t go there only for that. The main reason was to finally put the car through a proper track test and see how everything would work under serious loads after such a major rebuild.

For us, the day was a success.

The suspension we developed specifically for this car, with fully adjustable control arms, performed extremely well. The car felt stable and predictable under braking, stayed planted through the corners and remained confident even when the pace and loads increased. We had already completed the suspension setup before the event, and the track test confirmed that we were heading in the right direction.

The rebuilt and reinforced body handled the track conditions exactly as we hoped. The whole structure felt solid, and the car stayed composed even through faster sections and hard direction changes.

The engine also showed that it has more than enough power for this stage of the project. It pulled strongly throughout the day and worked well together with the rest of the setup.

The brakes had plenty of reserve and remained consistent, even after repeated hard braking.

The rear spoiler also did its job, helping the car stay more stable at higher speeds and through the faster parts of the track. We still have a few different configurations we want to test in the future.

And the exhaust definitely made its presence known. After the first session, we had to turn the volume down a little because we were officially the loudest car on track. Thankfully, the active exhaust system made that adjustment easy without taking away the V8 character.

There are still a few details we want to refine and develop further, but that was always part of the plan. We’re not stopping here - this was only the first serious test, and there is still a lot more to come. 🏁

The Beast Is Back on Track! Ford Mustang Gen 6 After a Major Rebuild

We have completed a major project in our workshop - the rebuild and preparation of a Ford Mustang S550 for track driving.

This is no longer a stock Mustang. The car received a comprehensive package of modifications:

• custom suspension;
• upgraded braking system;
• sports exhaust system;
• reinforced body structure;
• adaptation of the most important components for operation under racing conditions.

Our main goal was to create a fast, precise, and reliable car capable of handling heavy loads on the track.

After completing the work, we carried out the first tests and then took the Mustang out for a test session on the track. The test drives were successful - the car behaved confidently under load, and all the key systems operated reliably.

We are currently analysing the test results and working on the final suspension and brake settings, as well as the car’s handling through corners.

The first major stage is now behind us. The Mustang has been brought back to life, returned to the track, and shown that it is ready for serious challenges.

More tests, precise tuning, and even more speed lie ahead. We will soon share photos, track footage, and more technical details about the entire project.

We have completed a major project in our workshop - the rebuild and preparation of a Ford Mustang S550 for track driving.

This is no longer a stock Mustang. The car received a comprehensive package of modifications:

• custom suspension;
• upgraded braking system;
• sports exhaust system;
• reinforced body structure;
• adaptation of the most important components for operation under racing conditions.

Our main goal was to create a fast, precise, and reliable car capable of handling heavy loads on the track.

After completing the work, we carried out the first tests and then took the Mustang out for a test session on the track. The test drives were successful - the car behaved confidently under load, and all the key systems operated reliably.

We are currently analysing the test results and working on the final suspension and brake settings, as well as the car’s handling through corners.

The first major stage is now behind us. The Mustang has been brought back to life, returned to the track, and shown that it is ready for serious challenges.

More tests, precise tuning, and even more speed lie ahead. We will soon share photos, track footage, and more technical details about the entire project.

We’re putting together the braking setup for our race Mustang S550, and it’s starting to look pretty serious.

This setup was designed and built in-house from scratch. The goal was simple: make it clean, solid, and reliable under hard use.

Still a few details left to finish, but this part of the build is definitely moving in the right direction.

Engine oil temperature is one of those things that’s easy to ignore on a classic Mustang - right up until the car starts being driven harder and the stock setup starts running out of margin.

That was the problem we were trying to solve here.

This is an oil cooler setup we developed for early Mustangs, built around the front section of the car so the cooler, brackets, and hose routing all work as one system instead of feeling like an afterthought.

The setup uses a 12-row cooler, AN10 lines, dedicated line guides, and an oil filter base with an 85°C thermostat, so the oil only goes through the cooler when it actually needs to.

A big part of the work here wasn’t just adding a cooler, but packaging the whole thing properly - mounting position, serviceability, hose routing, and making sure everything sits where it should.

On this setup, we’ve already seen oil temperature drop by up to around 30°C, which makes a very real difference on a car that actually gets used.

Cette fois, nous avons ajouté un radiateur d’huile moteur derrière la calandre avant. C’est le genre d’amélioration qui ne se remarque pas forcément de l’extérieur, mais qui a du sens quand la voiture est faite pour être utilisée un peu plus sérieusement qu’à l’origine.

La plus grosse partie du travail se joue dans les petits détails : trouver une position propre pour le montage, faire passer les durites correctement, garder assez de dégagement et s’assurer que l’ensemble reste discret une fois la calandre remise en place.

J’aime bien ce type de travail, parce qu’il ne s’agit pas vraiment de changer l’apparence de la voiture. C’est plutôt une manière de rendre le projet plus complet et plus prêt pour une vraie utilisation.

Quelques photos de l’installation ci-dessous.

Engine oil temperature is one of those things that’s easy to ignore on a classic Mustang - right up until the car starts being driven harder and the stock setup starts running out of margin.

That was the problem we were trying to solve here.

This is an oil cooler setup we developed for early Mustangs, built around the front section of the car so the cooler, brackets, and hose routing all work as one system instead of feeling like an afterthought.

The setup uses a 12-row cooler, AN10 lines, dedicated line guides, and an oil filter base with an 85°C thermostat, so the oil only goes through the cooler when it actually needs to.

A big part of the work here wasn’t just adding a cooler, but packaging the whole thing properly - mounting position, serviceability, hose routing, and making sure everything sits where it should.

On this setup, we’ve already seen oil temperature drop by up to around 30°C, which makes a very real difference on a car that actually gets used.

💥 ONLY NOW: -40%
☀️ The hot summer continues, and with it we’re launching a new hot promotion for classic Mustang fans.

If you own a 1964.5-1970 Ford Mustang and have been thinking about improving its handling, traction, and stability - now is the perfect time to take a serious step toward restomod performance.

We’ve prepared a special promotion on:

👉 Coilover / 4-link Rear Suspension RESTOMOTIVE X OHLINS
for 1964.5-1970 Ford Mustang

This setup is made for those who want to keep the classic character of the car, but get rid of the typical rear-end “floating” and the limitations of the factory suspension.

Instead of the old setup - modern geometry, adjustability, and much more control over the car.

The kit includes, among other things:

✅ Coilover / 4-link system
✅ Ohlins STX shock absorbers
✅ adjustable ride height
✅ geometry adjustment
✅ improved rear axle control
✅ better stability during dynamic driving
✅ a stronger, more precise driving feel

In practice, this means one thing:

🔥 your Mustang feels more stable
🔥 it transfers power to the road better
🔥 it gives you more control in corners
🔥 less body movement and less rear-end “floating”
🔥 it starts to feel like a true restomod build

And now the most important part:

⚠️ IMPORTANT: the -40% promotion applies only to the first 2 orders.

This is not just a discount on a regular part.
It’s an opportunity for a full rear suspension upgrade for your classic Mustang.

First come, first served.
Message us and check availability.

One of the Mustangs we’ve got in the shop recently got this rear suspension setup installed.

The stock rear layout has its limits once the car starts being used a bit harder, so this was the direction we went with here - a 4-link / coilover setup to get more control over how the rear of the car works.

Compared to the factory leaf spring setup, this gives a lot more room to adjust geometry and ride height, and a lot more control over how the rear axle behaves under load.

The setup uses a subframe, adjustable trailing and diagonal arms, reinforced uniball connections, and a few different mounting options for height and geometry. So instead of just bolting parts on and hoping for the best, there’s actually room to set the rear end up properly.

It’s a pretty big change compared to stock, but it gives you a lot more control over how the car behaves.

On continue doucement l’assemblage du projet.
Cette fois, on avance sur la suspension arrière - montage du 4-link, des coilovers et ajustement de toute la géométrie sous la voiture.

Il reste encore un peu de travail, mais l’arrière commence déjà à avoir une sacrée gueule. C’est toujours sympa de voir une Mustang classique recevoir une conduite plus moderne, sans perdre son caractère.

We’re slowly continuing the assembly of the project.

This time, we’re making progress on the rear suspension - installing the 4-link, the coilovers, and adjusting the full geometry underneath the car.

There’s still a bit of work left, but the rear end is already starting to look seriously badass. It’s always great to see a classic Mustang get more modern driving performance without losing its character.

One of the Mustangs we’ve got in the shop recently got this rear suspension setup installed.

The stock rear layout has its limits once the car starts being used a bit harder, so this was the direction we went with here - a 4-link / coilover setup to get more control over how the rear of the car works.

Compared to the factory leaf spring setup, this gives a lot more room to adjust geometry and ride height, and a lot more control over how the rear axle behaves under load.

The setup uses a subframe, adjustable trailing and diagonal arms, reinforced uniball connections, and a few different mounting options for height and geometry. So instead of just bolting parts on and hoping for the best, there’s actually room to set the rear end up properly.

It’s a pretty big change compared to stock, but it gives you a lot more control over how the car behaves.

Just a few work-in-progress shots from the shop.

The Mustang is still apart, but that’s the fun part - seeing everything come together piece by piece. Suspension, interior, engine bay… still some work ahead, but the build is starting to get its character.

Always love this stage of a project.